robinson



(No Model.) 5 Sheets-Sheet 1.

' ROBINSON.

ENGINE.

Even-tar:

Witnesses.-

N. PETERS, Pnuwum m nu. wmm wn. at;

(No Model.) 5 sheets-.snet 2. S. ROBINSON.

ENGINE.

Wfin essea m-Lnnn npher. Wnmn mn, u. c.

N. PETERS. Pho

(No Model.)

S ROBINSON 5 Sheets-Sheet 3.

ENGINE.

' Patented May 17, 1887.

3\ aw a Ziiventar:

(No Model.) 5 Sheets-Sheet 4.

S. ROBINSON.

ENGINE.

No. 363,085. Patented May 17, 1887.

(No Model.)

s. ROBINSON.

ENGINE.

Patented May 17, 1887.

j TE &

5 Sheets-Sheet 5' N. PETERS, Ham-Lithographer, Wzfl|in ton.' D. C,

llnirnn Starts Parent rricn.

SAMUEL ROBINSON, OF VEST BROMlVIOH, COUNTY OF STAFFORD, ENGLAND.

ENGINE.

SPECIFICATION forming part of Letters Patent No. 363,085, dated May 1'7,188?.

Application filed November 17. 1885. Serial No. 183,134 (No model.)Patented in England November 7, 1884, No. 14,714; in France September 3.1885, No. 170,993; in Belgium September 24, 1885, No. 70,299, and inGermany October 3, 1885, No. 35,G74.

To all whom it may concern:

Be it known that I, SAMUEL ROBINSON, a

subject of the Queen of Great Britain, residing at West Bromwich, in thecounty of Stafford, England, have invented certain new and use' fulImprovements in Engines Actuated by Steam, Air, or Gas, (for which anEnglish patent has been granted, No. 14,714, of the year 1884,) of whichthe following is a specification.

This invention relates to improvements in the class of engines whichhave an internal cylinder acting as the piston of an external cylinder,and the piston of the internal cylinder fixed to the end of the externalcylinder. In the class of engines referred to the external cylinder andthe piston of the internal are fixed rigidly in position, and theinternal cylinder only is capable of an endwise movement. 1

Now, according to my invention the eXternal cylinder is mounted inslides, so as to be capable of an endwise movement, and such cylinderand the piston of the internal cylin der, which is fixed thereto, are soconnected with the revolving or moving parts of the engine as to move inan opposite and end wise direction to the internal cylinder, and thusthe advantage of the employment of the class of engine referred to issecured, together with the advantage of having the superior mechanicaleffect as in a pair of engines coupled.

My invention has also for its object improvements in the valves, ports,valve-gearing, and other details of the class of engines referred to.

My invention is illustrated by the drawings herewith, of which Figuresand 2 are drawn to half the scale of the remaining figures.

Like letters of reference occurring upon two or more of the viewsdesignate corresponding parts.

Fig. 1 is a plan of an engine constructed ac cording to my invention,said engine being shown as mounted in the frame of a locomotive,although it is, of course, applicable generally to any purpose for whichan engine is required. Fig. 1 is a detached View of the rods at theright-hand end of Fig. 1, and which are broken away in said figure. Fig.2 is a side elevation of the engine shown in Fig. 1,

with the outside frame and two of the wheels removed. Fig. 2is adetached view of the rod h, which is broken away in Fig. 2.. Fig. 3 is atransverse section through the exterior cylinder and steam-chest, andFig. 4 is a longitudinal section on line w 00 in Fig. 3. Fig. 5 is adetached plan of the inner cylinder and valve, and Fig. 6 is a plan ofthe steam-chest with the lid and valve removed. Fig. 7 shows the upperend of the steam-pipe, illustrating the swiveling of same, as will behereinafter described. Figs. 8, 9, and 10 illustrate the valve-gear on alarge scale. This mechanism will be hereinafter described.

A is the exterior motive-power cylinder, capable of an endwise motion inslides BB.

0 O are blocks projecting from the sides of the cylinder and fittingwithin the slides B B, so as to be capable of sliding endwise therein.

a a are rods fixed to lugs on the front end of the cylinder A, and alsoto the cross-heads b I), connected, by means of cross-head pins orgodgoons, with blocks capable of an endwise movement in slide-bars c c cc.

D is a driving-axle, having the wheels D D keyed on the ends thereof,and having cranks b b set to throw together.

B B are connecting-rods connecting the cross-heads I) b with the cranksb b.

A is the interior cylinder, capable of moving endwise within thecylinder A and acting as the piston thereto. A section through thecenter of the cylinder A is shown by big. 3, for convenience ofillustration, as though such cylinder were in its mid-position with thecylinder A.

Referring to the drawings generally, F F are pistonrods passing from thefront end of the cylinder A through packingboxes in the front end of thecylinder A. These rods are fixed at their outer ends to the crosslieadF, which is connected by means of a crosshead, pin, or gudgeon withslide-blocks capable of moving endwise in the slide-bars c 0'. Theseslidebars are of sufficient width to allow of the two sets ofslide-blocks sliding therein to pass one another.

G is a crank in the middle of the axle D, and this crank is set at anangle of about one hundred and fifty degrees with the cranks b b.

G is a connectin -rod connectin the crosshead E with the crank G.

' piston-rod H and out through a packing-box,

H, on the end thereof, and thus no packing is required in the back endof the cylinder A for the passage of the rod E therethrough. Thispiston-rod Eis connected at its outer end to a crosshead, h, which isitself connected by means of rods h h to the back end of the cylinder A.

Jis an ordinarythree-port slide-valve within the steam-chest J.

a. a are the ordinary ports from the chest J to the ends of the cylinderA.-

L is a slide-valve having a port, L, in its under face, as shown.

Fig. 5 is a detached plan of the cylinder A and valve L. A valve-face isformed upon the cylinder A, as shown, and d d are ports therefrom outthrough the front and back end of the cylinder A, respectively, so as tocommunicate between such valve-face and the opposite ends of. thecylinder A, and d d are steam-ports running parallel to the ports d d,but pass into the ends of the interior of the cylinder A, instead ofpassing out through the ends. Referring to Fig. 5, in which these portsare shown by broken lines only, it will be seen that the ports (1 d areon one side of cover each of the ports d d alternately withoutuncovering the ports d d.

M is a steam-pipe communicating by means of a passage, N, with thesteam-chest J, and also with the steam-jacket K K around the cylinder A;and N is an exhaustpipe, with which the exhaust port b communicatesthrough the medium of the passage N. The steam-passage is contracted inwidth as it enters the steam-jacketK K, (see Fig. 4,) so that the endsof the cylinder A will not pass over it in working.

The engine may be worked alternatively as a high-pressure engine or as acompound en- 1H6. g For the sake of convenience, I will describe theoperation of the cylinders, piston, and valves first when the engine isworking high pressure.

The valves J and Lare shown in their approximate position due to therelative position of the cylinders A and A. The cylinder A is in itsbackward position, as will be seen on reference' to Figs. 1 and 2; butthe cylinder A is not in its extreme forward position, be-

cause the crank G is not exactly opposite to the cranks O G, andtherefore the forward end of the cylinder A will come slightly nearer tothe inner front end of the cylinderA as the cylinder A completes itsforward stroke. At this point--that is, when the .front end of thecylinder A and the front end of the cylinder A are nearest to oneanother-the valve J will commence to open and admit steam through one ofthe passages a into the front end of the cylinder A, driving suchcylinder forward in the direction indicated by the arrow 9 and drivingthe cylinder A backward in the direction of the arrow 9. The steam fromthe other end of the cylinder A will exhaust through the other passage aand through the hollow of thevalve J into the port b thence through thepassage N into the exhaust-pipe N, and thence into the atmosphere orcondenser, as the case may be. Simultaneously with this operation of thevalve J the valve L will admit steam through one of the passages d intothe back end.of the cylinder A,

driving the piston E in the'direction of thesteam flowing from theboiler into such end.

of the cylinder A passes and mixes with the steam in the front end ofcylinder A. There is thus, of course, an equilibrium of pressure, orpractically so, in the front end of the cylinder A. and in the front endof the cylinder A during the stroke of such cylinders in the directionsdescribed. Upon a reversal of the strokes of the cylinders and piston,respectively, the reverse action of the valves takes place, and thesteam enters from the chest J into the back end of the'cylinder A, andfrom the steam-jacket K K into the front end of the of the cylinder A ispractically in equilibrium with the steam flowing from the boiler intothe back end of the cylinder A.

I will now describe the operation of the cylinders, piston, and valveswhen the engine is working compound.

The steam is admitted to the cylinder A exactly as when the engine isworking highpressure, and the exhaust from the cylinder A expands intothe opposite ends of the cylinder A alternately, and at the completionof a stroke, during which such expansion acts, the expanded steam isexhausted through one of the ports a into the port 1)., andv thencethrough the'passage N into the exhaust-pipe N, and thence into theatmosphere or condenser. In this case the stroke of the valve J isreduced by the gearing hereinafter. described, so that though the portsaa are alternately placed in communication with the port b they are notplaced in communication cylinder A, and the steam from the back end withthe steam-chest J, and thus no steam is admitted to the cylinder A,except the expanding steam-from the cylinder A.

On referring to Figs. 1 and 2 it will be seen that the movement of thecylinder A and piston E(which have been described as connected together)operates the two connecting-rods B B and gives motion to thedrivingaxle 1) through the medium of the cranks I) b, and also that themovement of the interior cylinner, A, operates the connecting-rod G, andthus gives motion to thedriving-axle Dthrough the medium of the crank G.

I will now describe the means by which the valves J and L are operated.i is the spindle for the valve J ,and is carried forward through aguide, 0, (see Figs. 1 and 2,) which is fixed to the upperpair of rods,a a, and moves therefore with the cylinder A. t" is the spindle for thevalve L, andj isa tube fixed into the back end ofthe cylinder A, andpassing out through a packing, j, at the back end of the cylinder A. Pis a cross-head capable of sliding longitudinally within guides p p onthe packingbox H. This packing-box slides upon rods h h, by which it issteadied. The tube j passes through a packing-box, 7c, in the cross-headP, and clearance is torined in the cross-head to allow for longitudinalmovementof such crosshead alongthe tubej. The spindlez" is screwed intoa nut, g, at the back of an angle-piece, 1", which is fixed to the backof the valve L. and the spindle t" passes through the tube j, and itsend is screwed through a plate, 7c,which is fixed to the back end of thecross-head P. By means of this screwed plate kany desired adjustment ofthe valveL in relation to the crosshead P may be given; as the screwedplate may be disconnected from the cross-head and screwed upon thevalve-spindle i, inward or outward, to give the desired adjustment, andis then fixed again to the cross-head P by means of the screw shown,(see Fig. 4,) or in any convenient manner. R is a rod connected to anarm, P, of the cross-head P, and passes through a guide, R, Figs. 1 and2,11earthe back end of the cylinder A, and also through the guide 0.

Referring to Figs. 8, 9, and 10, Fig. 8 is a side elevation of thegearing for actuating the valve L. Fig. 9 is a plan thereof, and Fig. 10is an edge view of the standard and link hereinafter described. Theparts in these views which correspond to the parts on Sheets 1 and2aresimilarlylettered, thus: Bis the rod from the cross-head P of thevalve spindle t". F F are the rods from the front end of the cylinder A.G is the middle connecting-rod, and F the cross-head to which it isconnected. The parts corresponding to those shown by Figs. 1 and 2 arerepresented as in the same relative position. S is an arm upon theconnectingrod G. T is a standard fixed to the upper rod, F, by means ofa cotter, Z, or any conveir ient means. U is a slotted link carried upona stud, Z, projecting from the face of the standard T. S is a plain linkconnecting the top end of the arm S with the slotted link U, so

that as the arm S vibrates with the vibration of the rod G the slottedlink U will be vibrated by means of the plain link S. U U 'are a pair ofplain links connecting a cross-head, T, upon the end of the valve-rod R,with a slider in the slotted link U, so that as the slotted link U isvibrated the rod R, and consequently the valve-spindle i, is movedlongitudinally and the valve L thereby actuated. m is a reversingleverby which, through the medium of the rod m, the links U U are raised andlowered, so as to raise and lower the slider within the slotted link U.Thelever m is carried upon a stud, a, projecting from the upper end ofthe standard T. The upper part of the standard T is shown broken in itsheight, and so is also the rod m, as the stud a should be higher thanshown, so that the lever 'm may clear the link U as it vibrates inworking. a is a quadranthaving nntchesin the edge thereof, by which thelever 'HllS-hEld in any desired position. The action of the valve isreversed by moving the slider from one end of the slotted link U to theother end.

The reversinglever is shown, for convenience, in the position indicated.Inalocomotive it would of course be placed in the most convenientposition for the driver.

A similar arrangement of valve-gearing to that just described may beemployed for actuating the valve J, in which case, of course, thereduced stroke of the valve, necessary when the engine is workingcompound, is readily provided for by moving the slider toward the centerof the link U.

In employing the gearing for the valve J, a slotted link (correspondingto the link U) is operated from an arm (corresponding to the arm S) uponone of the outer connectingrods, preferably the rod B, and a standard(corresponding to the standard T) is'carried from the upper rod, a,adjacent to such connectingrod. The valve J is thus operated from an armupon the connecting-rod B just in the manner that the valve L isoperated from an arm upon the connecting-rod G. 4

If it is not desired to reverse the engine, the gearing may of course beconsiderably sim plified, especially in the caseof the high-press urevalve, and also in the case of the valve of the exterior cylinder, whensuch cylinder is employed to work high pressure only or compound only,as in each of such cases the link S may be connected directly with thevalverod or through the medium of a plain rocking lever, according towhich direction of rotation the engine is to run, as will be readilyunder stood.

The gearing illustrated by Figs. 8, 9, and 10 is omitted from Figs. 1and 2 for the sake of avoiding unnecessary complication.

The engine may be started to work highpressurein both cylinders, ifdesired. and then altered to work compound as soon as the sufficientspeed has been attained.

The steam and exhaust pipes connected with the steamchest J are jointedto allow of the movement of the cylinder. Referring to the steam branchM, Fig. 3, it will be seen that it is connected by means of apacking,forming a, swivel joint with a vertical steam pipe, M The upper end ofthis pipe M is shown in section in Fig. 7, where it is connected with apipe, M by means of a packing,which allows of the .pipe M slidingsomewhat along pipe M The upper end of the pipe M is connected with afixed pipe, M, by means of a packing, forming a swivel-joint, and thusthe swiveling and endwise movement resulting from the vibration of thepipe M is allowed for. The pipe M is held securely against the tendencyof the steam-pressure to force up the pipe M The exhaust branch N may besimilarly connected up, or either or both of the branches may beconnected by means of a plain horizontal pipe sliding through a packingon the end of a fixed pipe.

The steam chest J is shown to be at an angle with the vertical line inthe cross-section, for convenience of arranging the centers of thevalve-rods and gearing; but the chest may of course be placed on thevertical center, if preferred, in which case the arrangement of thegearing must be modified accordingly.

The two cylinders of the engine above described, movingin the main inopposite directions to one another, give abetter balance in the workingof the engine than when a single cylinder only is moving in the oppositedirect-ion to a single piston.

The valve-gearing above described dispenses with the use of eccentrics,and the consequent friction and wear and tear arising therefrom, and hasthe advantage of acting very quickly in opening and closing the valves,and effects these operations in themost advantageous position of thestroke.

An engine constructed and operating in the manner described is verycompact, is economical in working, and distributes the poweradvantageously upon the crank-shaft.

I have described my improvements in their application to a'steam'englne;but they are applicable also to engines worked by air or gas underpressure.

I am well aware thatit is not new in engines to arrange one cylinderwithin another, the inner cylinder serving as a piston for the outercylinder; that it is not new to connect the inner cylinder with theouter cylinder; that it is not new to utilize the annular space betweenthe two cylinders as a jacket, and that it is not new to work engineswith their cylinders arranged in this manner as compound engines.Therefore I do not claim these constructions and mode of working. Myengi-ne,howevcr, differs materially in its construction and operationfrom allsuch, so far as I am aware.

Having thus stated the nature of my invention, and particularlydescribed the manner of performing the same, I declare that what I claimis- 1. An engine to be actuated by steam, air,

or gas, having an'internal cylinder mounted in the manner of a piston,and having a piston in the said internal cylinder, the said internalcylinder being coupled to the working parts of the engine, the externalcylinder mounted in guides and free to play in same longitudinally, andcoupled also to the working parts of the engine, and the piston of theinternal cylinder connected to the external cylinder, said cylindersbeing arranged to move in opposite directions,substantially as setforth.

2. The combination of the external cylinder mounted to playlongitudinally in guides, the internal cylinder mounted as a piston inthe external cylinder, the tubular piston-rod H, connected to theinternal cylinder, the piston-rod E ofthe piston of the internalcylinder, arranged in the said tubular rod H, the cross-head h, attachedto the outer end of ,rod E, and the rods h h, which connect cross-head hwith the exterior cylinder, substantially as set forth.

3. The combination of the external cylinder mounted to playlongitudinally in guides, the internal cylinder mounted as a piston inthe external cylinder, connected to and moving with the externalcylinder, the tubular piston-rod H, connected to the internal cylinder,the rod E of the piston of the internal cylinder, arranged in the saidtubular rod H, the packing-box H on the rod H, which is constructed andarranged to serve as a guide for the cross-head P of the valve-rod t",and

said cross-head and valve-rod.

4. The combination, with the moving external cylinder, the internalcylinder, and the piston of the latter cylinder, of the valve of theinternal cylinder, its rod t", the tubular rod j, incasing said rod 11,said rod j attached to the internal cylinder and passing out through apacking-box in the head of the external cylinder, and the cross-head ofthe rod t", provided with a packing-box, through which passes the outerend of rod 9'. substantially as set forth.

5. The combination, with the external and internal cylinders and thepiston of the internal cylinder, said piston being connected to saidexternal cylinder, of the valves J and L, mechanism for operating saidvalves, and means for varying the stroke of valve J, whereby the enginemay be worked as eithera compound or a high-pressure engine,substantially as set forth.

6. The combination, with the external cylinder provided with,steam-ports a and an exhaust-port, 1), its steam-chest J, and valve J,ofthe internal cylinder, A,provided with ports d d d d, its valve L,mechanism for actuating valve L, the piston E of the internal cylinderconnected to the external cylinder, and means for operating valve J toan extent sufficient to open ports a alternately to the exhaust-port b,but not to the steam-chest J, whereby the engine is operated as acompound engine, substantially as described.

7. The combination, with the external cylinder mounted in guides andcapable of end- IIO' wise movement, the internal cylinder mounted as apiston in the external cylinder, and the piston of the internal cylinderconnected to the external cylinder, of the crank-shaft D, provided withcranks G and O 0, set oppositely, or nearly so, the rods a, cross-headsb, and connecting-rods B B whereby the external cylinder is coupled tocranks G C, and the rods F, cross-head F, and connecting-rod G, wherebythe internal cylinder is coupled to crank G, substantially as set forth.

8. In a valve-gearing for the purpose of operating a valve of an engineactuated by steam, air, or gas, and having an internal cylinder andpiston operating in combination with an external cylinder,substantiallyin the manner described, the combination of an arm, S, upona connecting-rod receiving motion direct from the cylinder carrying thevalve to be operated by such gearing, with a link, S, communieating themotion from the arm S to a vibrating link, U, carried by a standard, '1,fixed to a part of the engine receiving motion direct from the cylindercarrying the valve to be operated by such gear, substantially asdescribed and shown, and for the purpose set forth.

9. In valve-gearing for the purpose of operating the valve of an engineactuated by steam, air, or gas, and having an internal cylinder andpiston operating in combination with an external cylinder, substantiallyin the manner described, the combination of an arm, S, upon aconnectingrod receiving motion direct from the cylinder carrying thevalve to be operated by such gearing, with a link, S, communicating themotion from the arm S to the valve-spindle, substantially as describedand shown, and for the purpose set forth.

10. The combination, with the cylinder A, provided with two sets ofports and passages, d d and d d, arranged as described, of the valve L,controlling both of said sets of ports, that portion of said valve whichcontrols ports (1 being narrower than that portion controllingports (1,whereby the valve may uncover alternately the ports d Without uncoveringthe ports d, substantially as and for the purposes set forth.

In witness whereof I have hereunto signed my name in the presence of twosubscribing witnesses.

SAMUEL ROBINSON.-

Witnesses:

JOHN C. MEWBURN, GEORGE O. BACON.

